CN105121917B - The control device and method of vehicle - Google Patents

Abstract

The present invention provides a vehicle control device and method, the vehicle control device is configured to improve shift responsiveness when switching from a transmission path including a stepped transmission portion to a transmission path including a continuously variable transmission portion . The vehicle is provided with a continuously variable transmission portion having a fixed transmission ratio and a stepped transmission portion which continuously changes the transmission ratio between an input shaft and an output shaft, in parallel, In addition, the vehicle control device has a friction clutch that engages when switching from a transmission path including a stepwise transmission portion to a transmission path including a continuously variable transmission portion via a transmission path, and the vehicle control apparatus is configured to , when switching the path for transmitting torque from the transmission path including the stepped transmission portion to the transmission path including the continuously variable transmission portion, before starting the replacement operation by the friction clutch , so that the speed change operation in the continuously variable transmission portion is started to be implemented.

Description

Vehicle control device and method

technical field

The present invention relates to a control device and method for a vehicle in which a stepped transmission unit having a fixed transmission ratio and a continuously variable transmission unit continuously changing the transmission ratio are arranged in parallel between an input shaft and an output shaft.

Background technique

Conventionally, it is known that a stepwise transmission section having one or more fixed transmission ratios and a variable transmission ratio are arranged in parallel between an input shaft receiving power output by a power source of a vehicle and an output shaft outputting torque. The structure of the continuously variable transmission section that changes continuously and steplessly. In the vehicle thus configured, a clutch is provided for switching between a transmission path including the stepped transmission portion and a transmission path including the continuously variable transmission portion. In addition, it is also known that the fixed speed ratio obtained by the stepped transmission portion is set to a speed ratio that cannot be set by the continuously variable transmission portion. In addition, various control devices or control methods for switching the power transmission path according to the running state of the vehicle have been proposed.

For example, in Japanese Patent Laying-Open No. 03-061762, it is disclosed that in a vehicle in which a stepped transmission portion and a continuously variable transmission portion are arranged in parallel between the input shaft and the output shaft, the path for transmitting power is changed from the path including the stepped transmission portion to The structure in which the transmission path is switched to the transmission path including the continuously variable transmission part. In this Japanese Patent Laid-Open No. 03-061762, when switching from a transmission path including a stepped transmission portion to a transmission path including a continuously variable transmission portion, it is described that the shifting operation in the continuously variable transmission portion is prohibited until the switching is completed. Condition. Accordingly, the gear ratio obtained by the continuously variable transmission portion can be maintained at the maximum gear ratio from the start to the end of the switching operation. Therefore, when switching to a running state where power is transmitted via the transmission path including the continuously variable transmission unit, the vehicle can be driven by exerting the deceleration action achieved by the maximum transmission ratio.

However, in the invention described in Japanese Patent Application Laid-Open No. 03-061762, since the transmission path is switched in this way, the gear ratio obtained by the continuously variable transmission portion can be changed. The gear ratio changes stepwise before and after the switching, and smooth gear changing characteristics cannot be obtained at the time of switching. In addition, in a configuration in which the target gear ratio is set in accordance with the vehicle's running state such as vehicle speed and accelerator opening, changes in the gear ratio obtained by the actual continuously variable transmission portion are delayed relative to the target gear ratio.

Contents of the invention

This invention was made focusing on the above-mentioned technical problems, and its object is to provide a control device and method for a vehicle. When the transmission path is switched, the shifting responsiveness is improved.

In order to achieve the above object, the present invention provides a control device for a vehicle, which includes a continuously variable transmission unit and an a continuously variable transmission section that continuously changes a transmission ratio, the stepped transmission section can set a transmission ratio that cannot be set by the continuously variable transmission section, and the control device of the vehicle has a first A friction clutch and a second friction clutch, the first friction clutch is engaged in a driving state in which torque is transmitted via a transmission path including the stepped transmission portion, and The second friction clutch is engaged in a driving state in which torque is transmitted via a transmission path including the continuously variable transmission portion, and is engaged in a driving state in which torque is transmitted via a transmission path including the continuously variable transmission portion. The torque is released in a running state through a transmission path through which the torque is transmitted, and the present invention is characterized in that it is configured to transmit When the torque path is switched, the shifting operation in the continuously variable transmission portion is started before the switching operation by the friction clutch is started.

The present invention is a vehicle control device characterized in that, in the above invention, when switching the transmission path, before starting to release the first friction clutch or starting to release the second friction clutch, it is characterized in that Before the friction clutch is engaged, the shift operation in the continuously variable transmission unit is started.

The present invention is a vehicle control device characterized in that, in the above invention, the replacement operation performed by the friction clutch is controlled while the gear ratio obtained by the continuously variable transmission portion is changing. implement.

The present invention is a control device for a vehicle, which is characterized in that, in the above invention, the shifting operation of the continuously variable transmission portion is started when an inertia phase caused by the replacement operation by the friction clutch is started. stop.

The present invention is a vehicle control device characterized in that, in the above invention, the shifting operation of the continuously variable transmission portion is restarted before the replacement operation by the friction clutch ends.

The present invention is a vehicle control device characterized in that, in the above invention, when it is determined that the transfer torque capacity in the second friction clutch is equal to or greater than a predetermined value, the continuously variable transmission is activated. The shifting action in the department begins again.

The present invention provides the vehicle control device in the above invention, wherein the continuously variable transmission unit includes a pair of pulleys, and the vehicle control device is configured to determine the relationship between the rotation speed of the output shaft and the pulley. When the difference in the rotational speeds of the driven pulleys in the continuously variable transmission unit is within a predetermined value, the speed change operation in the continuously variable transmission unit is restarted.

The present invention is a vehicle control device in the above invention, wherein each of the first friction clutch and the second friction clutch is provided with a hydraulic actuator, and the vehicle control device is configured to: When it is determined that the hydraulic pressure of the second friction clutch is equal to or greater than a predetermined value, the shift operation in the continuously variable transmission portion is restarted.

The present invention provides a control method of a vehicle in which a continuously variable transmission section and a stepped transmission are arranged in parallel between an input shaft to which torque output from a power source is input and an output shaft to which torque is output. The continuously variable transmission section continuously changes the transmission ratio, the stepped transmission section can set a transmission ratio that cannot be set by the continuously variable transmission section, and the vehicle has a first friction clutch and a second friction clutch. a friction clutch in which the first friction clutch is engaged in a running state where torque is transmitted via a transmission path including the stepped transmission portion, and is engaged while torque is transmitted via a transmission path including the continuously variable transmission portion released in the running state, the second friction clutch is engaged in the running state in which the torque is transmitted via the transmission path including the continuously variable transmission portion, and is engaged while transmitting the torque via the transmission path including the stepless transmission portion. The vehicle control method is characterized in that when switching a transmission path for torque transmission from a transmission path including the stepped transmission portion to a transmission path including the continuously variable transmission portion , start the shifting operation in the continuously variable transmission portion, and then start the replacement operation by the friction clutch.

The present invention is the vehicle control method, wherein in the above invention, when switching the transmission path, before starting to release the first friction clutch or starting to release the second friction clutch Before the engagement, the shift operation in the continuously variable transmission portion is started.

The present invention is a vehicle control method in the above-mentioned invention, wherein the replacement operation by the friction clutch is carried out in such a manner that the transmission ratio obtained by the continuously variable transmission unit is During the change, the replacement action by the friction clutch is carried out.

The present invention is a vehicle control method in the above invention characterized in that the shifting operation of the continuously variable transmission portion is stopped when an inertia phase caused by the replacement operation of the friction clutch starts.

The present invention is a vehicle control method in the above invention characterized in that the shifting operation of the continuously variable transmission portion is restarted before the replacement operation by the friction clutch ends.

The present invention is the vehicle control method in the above invention, wherein when it is judged that the transfer torque capacity in the second friction clutch is equal to or greater than a predetermined value, the continuously variable transmission unit is activated. The shifting action starts again.

The present invention is a vehicle control method in the above-mentioned invention, wherein the continuously variable transmission portion includes a pair of pulleys, and when it is determined that the rotational speed of the output shaft is different from the driven side of the continuously variable transmission portion, When the difference between the rotation speeds of the pulleys is within a predetermined value, the shift operation in the continuously variable transmission unit is resumed.

The present invention is the vehicle control method in the above invention, wherein the first friction clutch and the second friction clutch each include a hydraulic actuator, and when it is determined that the hydraulic pressure of the second friction clutch is When the value exceeds the predetermined value, the shift operation in the continuously variable transmission unit is restarted.

Therefore, according to the present invention, when switching from the transmission path including the stepped transmission portion to the transmission path including the continuously variable transmission portion, the transmission torque capacity of the friction clutch engaged at the time of the switching starts to increase. Since the shifting operation of the step shifting portion starts, it is possible to prevent the gear ratio obtained by the continuously variable shifting portion from being delayed with respect to the target gear ratio, and to improve shifting responsiveness. In addition, since the shift vibration is reduced without increasing the time until the clutch engagement is completed, the load acting on the friction member of the friction clutch can be suppressed. Therefore, the resistance of the friction clutch can be improved. In addition, it is possible to independently control the switching control of the transmission path and the control of the shifting operation of the continuously variable transmission portion, and it is possible to prevent the control from becoming complicated. Therefore, switching control of the transmission path and shift control for improving shift responsiveness can be realized with a simple control structure.

Description of drawings

FIG. 1 is a block diagram illustrating an example of a transmission device according to the present invention in which a stepped transmission portion and a continuously variable transmission portion are arranged in parallel.

FIG. 2 is a timing chart schematically showing the operation of the vehicle when a control to switch from a transmission path including a stepped transmission portion to a transmission path including a continuously variable transmission portion is executed.

3 is a timing chart schematically showing the operation of the vehicle when a control to switch from a transmission path including a stepped transmission portion to a transmission path including a continuously variable transmission portion is executed in another switching control example.

FIG. 4 is a graph showing a generalized state of engagement or disengagement of each clutch mechanism and brake mechanism according to the traveling state of the vehicle.

detailed description

Hereinafter, this invention will be described based on specific examples. The control device for a vehicle according to the present invention is mounted on the vehicle, and is provided with a continuously variable transmission unit that continuously changes the transmission ratio between an input shaft that receives power output from a power source and an output shaft that outputs the power. , and a stepwise transmission section that is arranged in parallel with the continuously variable transmission section and is composed of a gear mechanism with one or more predetermined transmission ratios. Furthermore, a clutch mechanism for switching between the transmission path including the continuously variable transmission portion and the transmission path including the stepped transmission portion is provided. Therefore, the present invention is configured to actuate the clutch mechanism and actuate the continuously variable transmission section when switching the power transmission path from the transmission path including the stepped transmission section to the transmission path including the continuously variable transmission section.

FIG. 1 illustrates an example of a transmission system targeted by the present invention, and particularly schematically illustrates a power transmission path from a power source to drive wheels via a transmission. In addition, the transmission system described here refers to a mechanism that changes the gear ratio represented by the ratio of the rotational speed N _in of the input shaft 4 to the rotational speed N _out of the output shaft 8, and includes a forward and reverse switching mechanism 5, a stepless The transmission part 7 and the stepped transmission part 20. The power source 1 is constituted by an internal combustion engine (E/G) such as a gasoline engine in this specific example. In addition, in the following description, the power source 1 is described and demonstrated as the engine 1. As shown in FIG.

A torque converter 3 with a lock-up clutch is connected to a crankshaft 2 of the engine 1 . The torque converter 3 has a conventionally widely known structure as a fluid transmission device. The turbine wheel 3c is arranged to face a pump impeller 3b integrated with the front cover 3a, and a stator 3d held by a one-way clutch not shown is arranged between the pump impeller 3b and the turbine wheel 3c. That is, the front cover 3 a is connected to the crankshaft 2 , so that the front cover 3 a and the pump impeller 3 b rotate integrally with the crankshaft 2 . In addition, the turbine 3 c is connected to the input shaft 4 and rotates integrally with the input shaft 4 . That is, it is configured such that the rotation speed N _t of the turbine 3 c is the same as the rotation speed N _in of the input shaft 4 . Furthermore, the lock-up clutch 3e which rotates integrally with the turbine wheel 3c is arrange|positioned so that it may oppose the inner surface of the front cover 3a. In addition, the aforementioned one-way clutch is provided between the stator 3d and a fixed member such as a housing.

A forward-backward switching mechanism 5 is arranged on the same axis as that of the input shaft 4 . The forward and reverse switching mechanism 5 is a mechanism for switching between a forward state and a reverse state. The forward state is a state in which the power transmitted from the input shaft 4 is transmitted without changing the rotational direction. , a state in which the rotational direction of the power transmitted from the input shaft 4 is reversed and transmitted. The forward-backward switching mechanism 5 is constituted by a so-called differential mechanism in which three rotating elements perform a differential action with respect to each other. That is, a variety of differential mechanisms of this kind are conventionally known, and any differential mechanism can be employed in the forward/backward switching mechanism in the present invention. In this specific example, as shown in FIG. 1 , the forward/backward switching mechanism 5 is constituted by a double pinion type planetary gear mechanism.

Specifically, the forward/backward switching mechanism 5 includes: a sun gear 5s, which is an external gear; a ring gear 5r, which is an internal gear arranged concentrically with the sun gear 5s; and a first pinion 5P. ₁ , which meshes with the sun gear 5s; the second pinion 5P ₂ , which meshes with the first pinion 5P ₁ and the ring gear 5r _; 5P ₂ is held so as to be capable of both autorotation and revolution. The sun gear 5s is configured to rotate integrally with the input shaft 4, and constitutes an input element of a planetary gear mechanism. In addition, a brake mechanism B that selectively stops the rotation of the ring gear 5r is provided. That is, the ring gear 5r constitutes a reaction force element in the planetary gear mechanism. The brake mechanism B is provided between the ring gear 5r and a fixed member 91 such as a housing, and can be constituted by a friction brake such as a multi-plate brake or a mesh brake.

And the carrier 5c rotates integrally with the drive gear 21 of the stepped transmission part 20 mentioned later, and comprises the output element in a planetary gear mechanism. Furthermore, between the carrier 5c and the sun gear 5s, a first clutch mechanism C ₁ for connecting the carrier 5c and the sun gear 5s to integrally rotate the entire planetary gear mechanism is provided. In short, the first clutch mechanism _C1 is a mechanism for connecting or disconnecting the input shaft 4 and the stepped transmission portion 20 . In addition, the first clutch mechanism _C1 is configured to directly transmit the torque of the input shaft 4 to the carrier 5c as an output element. That is, the first clutch mechanism C ₁ can selectively transmit or disconnect torque between the input shaft 4 and the stepped transmission portion 20 . The first clutch mechanism _C1 in the present invention is constituted by a wet or dry friction clutch that gradually increases or decreases the transmission torque capacity according to the engagement force. Therefore, the first clutch mechanism _C1 of this specific example includes a hydraulic actuator connected to a hydraulic circuit not shown, and is configured to operate by changing the hydraulic pressure P _C1 of the hydraulic actuator. Therefore, since the engagement force changes by increasing or decreasing the hydraulic pressure (engagement pressure) P _C1 of the first clutch mechanism _C1 , a structure is adopted in which a change in the hydraulic pressure P _C1 is controlled. To control the variation of the transmission torque capacity of the first clutch mechanism _C1 .

In addition, the planetary gear mechanism constituting the forward/backward switching mechanism 5 can be represented by a conventionally well-known nomogram. Specifically, the sun gear 5s, the ring gear 5r, and the planetary carrier 5c are represented by three parallel lines, and the line representing the sun gear 5s and the line representing the planetary carrier 5c are located at the left and right ends and arranged at the center. There are lines representing the ring gear 5r as a reaction force element. Furthermore, when the distance between the line representing the sun gear 5s and the line representing the carrier 5c is set to "1", the distance between the line representing the ring gear 5r and the line representing the carrier 5c is set to be equivalent. It depends on the value of the ratio (gear ratio) of the number of teeth of the sun gear 5s to the number of teeth of the ring gear 5r. The distance from the base line O of each line indicates the rotational speed of each rotating element. Therefore, the rotational speed and rotational direction of each rotating element of the planetary gear mechanism can be represented by this nomogram.

Furthermore, the input shaft 4 and the output shaft 8 are arranged in parallel. In this specific example, between the input shaft 4 and the output shaft 8, a transmission path including a continuously variable transmission portion 7 that continuously changes the transmission ratio and a stepwise transmission path including a gear train having an inherent transmission ratio are arranged in parallel. transmission path of the transmission unit 20 . In addition, in the following description, the gear ratio obtained by the continuously variable transmission portion 7 may be described as a variable gear ratio γ ₁ , and the gear ratio obtained by the stepped transmission portion 20 may be described as a fixed gear ratio γ ₂ .

The continuously variable transmission unit 7 is constituted by a conventionally well-known belt-type continuously variable transmission. Specifically, in the continuously variable transmission section 7, the main shaft 6 and the secondary shaft 44 are arranged in parallel, and the continuously variable transmission section 7 includes: a main pulley 30 that is a driving side member that rotates integrally with the main shaft 6; The pulley 40 is a driven-side member that rotates integrally with the secondary shaft 44 , and the belt 7 a is wound around the pulleys 30 , 40 . Therefore, a structure in which the winding radius of the belt 7 a is changed by changing the width of the groove around which the belt 7 a is wound in each of the pulleys 30 and 40 is changed. That is, _a configuration is employed in which the variable transmission ratio γ1 can be changed continuously and steplessly by changing the groove width around which the belt 7a is wound.

The main pulley 30 is configured to rotate integrally with the main shaft 6 arranged on the same axis as the input shaft 4 , and is arranged on the opposite side of the engine 1 with the forward/backward switching mechanism 5 interposed therebetween in the axial direction. In this specific example, the main shaft 6 and the input shaft 4 are configured to rotate integrally. That is, the main shaft 6 is connected to rotate integrally with the sun gear 5 s of the forward/backward switching mechanism 5 . Also, the main pulley 30 includes a fixed pulley 31 integrated with the main shaft 6 , and a movable pulley 32 fitted with the main shaft 6 so as to be movable in the axial direction and approaching or separating from the fixed pulley 31 . Further, the movable pulley 32 is provided with a thrust applying mechanism 33 for applying a thrust to move the movable pulley 31 toward the fixed pulley 31 . The thrust imparting mechanism 33 is arranged on the rear side of the movable pulley 32 , that is, on the opposite side of the fixed pulley 31 with the movable pulley 32 interposed in the axial direction. In addition, the thrust applying mechanism 33 is constituted by an electric actuator, a hydraulic actuator, or the like, and is configured to generate thrust in the axial direction for applying to the movable pulley 32 . In addition, in this specific example, since the main shaft 6 and the input shaft 4 are configured to rotate integrally, in the following description, the main shaft 6 may be described as the input shaft 4 and described.

Furthermore, the secondary pulley 40 is arranged such that the rotation center axis of the secondary pulley 40 is parallel to the rotation center axis of the primary pulley 30 . Specifically, the secondary pulley 40 includes a fixed pulley 41 integrated with the secondary shaft 44 , and a movable pulley 42 configured to be movable in the axial direction relative to the secondary shaft 44 so as to approach or move away from the fixed pulley 41 . Further, the movable pulley 42 is provided with a thrust applying mechanism 43 for applying a thrust for moving to the fixed pulley 41 side. The thrust imparting mechanism 43 is arranged on the back side of the movable pulley 42 in the axial direction, that is, on the opposite side of the fixed pulley 41 with the movable pulley 42 interposed therebetween. In addition, the thrust applying mechanism 43 is formed of an electric actuator, a hydraulic actuator, or the like, and is configured to generate thrust in the axial direction for applying to the movable pulley 42 .

In addition, a second clutch mechanism C ₂ for selectively coupling the secondary shaft 44 and the output shaft 8 is provided between the secondary pulley 40 and the output shaft 8 . In addition, the _second clutch mechanism C2 is configured to directly transmit the torque of the secondary shaft 44 to the output shaft 8 . That is, the second clutch mechanism C ₂ can selectively transmit or disconnect torque between the continuously variable transmission portion 7 and the output shaft 8 . The _second clutch mechanism C2 in this invention is constituted by a wet or dry friction clutch that gradually increases or decreases the transmission torque capacity according to the engagement force. Therefore, the _second clutch mechanism C2 of this specific example includes a hydraulic actuator connected to a hydraulic circuit not shown, and is configured to operate by changing the hydraulic pressure P _C2 of the hydraulic actuator. Therefore, since the engagement force is changed by increasing or decreasing the hydraulic pressure (engagement pressure) P _C2 of the _second clutch mechanism C2, a structure is adopted in which the change of the hydraulic pressure P _C2 is controlled to control the change of the hydraulic pressure P C2. The variation of the transfer torque capacity of the _second clutch mechanism C2 is controlled. In addition, in the hydraulic actuator included in the _second clutch mechanism C2, the hydraulic chamber may be connected to an accumulator not shown.

Here, a stepwise transmission unit having one or more fixed transmission ratios will be described. The stepped transmission portion in this invention is a reduction mechanism capable of setting a fixed transmission ratio γ ₂ greater than the maximum transmission ratio γ _1max that can be set by the continuously variable transmission portion 7, or a speed reduction mechanism that can set a fixed transmission ratio smaller than the maximum transmission ratio γ 1max that can be set by the continuously variable transmission portion 7. The minimum gear ratio that can be set is γ _1min and the fixed gear ratio γ ₂ is a speed-up mechanism. The stepped transmission portion 20 of this specific example is configured as a reduction mechanism as shown in FIG. A countershaft 23 whose rotation direction matches is provided between the input shaft 4 and the output shaft 8 . Specifically, the drive gear 21 is integrally connected to a carrier 5 c as an output element of the forward/reverse switching mechanism 5 and meshes with the counter driven gear 22 . Furthermore, the counter driven gear 22 is formed to have a larger diameter than the drive gear 21 . That is, the number of teeth of the counter driven gear 22 is larger than the number of teeth of the drive gear 21 . Therefore, when torque is transmitted from the drive gear 21 to the counter driven gear 22 , the first gear pair formed by the drive gear 21 and the counter driven gear 22 produces a deceleration action.

Also, the counter drive gear 24 is formed to have a smaller diameter than the counter driven gear 22 and meshes with the driven gear 25 . In addition, the counter drive gear 24 is also formed to have a smaller diameter than the driven gear 25 . That is, the number of teeth of the counter drive gear 24 is smaller than the number of teeth of the driven gear 25 . Therefore, when torque is transmitted from the counter drive gear 24 to the driven gear 25 , the second gear pair formed by the counter drive gear 24 and the driven gear 25 produces a deceleration action. In addition, the driven gear 25 is fitted to the outer peripheral side of the output shaft 8 so as to be relatively rotatable with respect to the output shaft 8, and is connected to the output shaft 8 through a _third clutch mechanism C3 described later. connected to rotate integrally. That is, the stepped transmission portion 20 is configured such that the rotation direction of the drive gear 21 is the same as the rotation direction of the output shaft 8 . Therefore, the fixed transmission ratio γ2 obtained by the stepped transmission portion 20 is obtained by multiplying the transmission ratio (gear ratio i ₁ ) between the drive gear 21 and the counter driven gear 22 by the ratio between the _counter drive gear 24 and the driven gear. The value obtained for the gear ratio (gear ratio i ₂ ) between 25. In addition, in the stepped transmission portion 20 shown in FIG. 1 , the fixed transmission ratio γ ₂ is configured to be larger than the maximum transmission ratio γ _1max that can be set by the continuously variable transmission portion 7 .

The third clutch mechanism C ₃ is set between the driven gear 25 and the output shaft 8 , and is configured to selectively connect the driven gear 25 and the output shaft 8 . That is, the third clutch mechanism C ₃ can selectively transmit or disconnect torque between the stepped transmission portion 20 and the output shaft 8 . Therefore, in the transmission path including the stepped transmission portion 20, the first clutch mechanism _C1 is provided on the input shaft 4 side, and the _third clutch mechanism C3 is provided on the output shaft 8 side. In addition, since the first clutch mechanism _C1 is formed of a friction clutch as described above, the _third clutch mechanism C3 only needs to switch between the engaged state and the released state of the driven gear 25 and the output shaft 8. It is sufficient to have a structure without adopting a value between 0% and 100% of the transmission torque capacity. Therefore, the _third clutch mechanism C3 is constituted by a meshing clutch such as a dog clutch and a synchronous gear mechanism.

The _third clutch mechanism C3 shown in FIG. The driven gear 25 is coupled to the output shaft 8 by fitting the splines formed in the sleeve 53 together with the keys. In addition, the _third clutch mechanism C3 in this specific example is a rotation synchronizing device, and it is configured to equalize the rotational speeds of the output shaft 8 as a synchronizing side member and the driven gear 25 as a synchronized side member by frictional force . Also, the sleeve 53 is configured to move in the axial direction by a corresponding actuator not shown, and is provided with a control device that electrically controls the operation of the actuator.

Moreover, the vehicle Ve shown in FIG. 1 is an example configured in a manner applicable to an FF (front-engine front-wheel drive) vehicle, and it is configured such that the output shaft 8 goes from the output shaft 8 through the reduction gear mechanism 10 to the final The front differential 12 of the speed reducer outputs torque. Specifically, the output gear 9 is attached to the output shaft 8, and the large-diameter gear 10a meshing with the output gear 9 is attached to the reduction gear shaft 10b. A small-diameter gear 10 c is attached to the reduction gear shaft 10 b, and the small-diameter gear 10 c meshes with the ring gear 11 of the front differential 12 . Furthermore, the front differential 12 is configured to transmit torque transmitted via the ring gear 11 from the left and right drive shafts 13 to drive wheels (not shown).

In addition, an electronic control unit (ECU) not shown is provided to control the engagement or release of the clutch mechanisms C ₁ , C ₂ , and C ₃ and the brake mechanism B, and to control the continuously variable transmission unit 7 . The controller that controls the speed change action. The electronic control device is configured to include a microcomputer mainly including an arithmetic processing unit (CPU), a storage device (RAM and ROM), and an input/output interface. In addition, a structure in which signals are input to various sensors not shown in the figure is adopted to the electronic control unit. For example, detection signals such as the rotation speed Ne of the engine 1, the rotation speed _Nt of the turbine 3c, the rotation speed _Nin of the input shaft 4, the rotation speed of the main shaft 6, the groove width of the primary pulley 30, the groove width of the secondary pulley 40, etc. are input _. Width, rotational speed N _p2 of secondary pulley 40, rotational speed N _out of output shaft 8, rotational speed of axle 13, rotational speed of drive wheels, hydraulic pressure PC1 of first clutch mechanism _C1 , hydraulic pressure _PC2 of _second clutch mechanism _C2 , the accelerator opening Acc based on the accelerator pedal operation, the brake pedal operation, the vehicle speed V of the vehicle Ve, and the like. In addition, various control programs and various data are stored in the storage device of the electronic control device, and the storage device of the electronic control device is configured to execute various calculation processes. Therefore, the electronic control device is configured to perform various arithmetic processing based on the input detection signal and stored data, and to output an instruction signal for performing various controls based on the result of the arithmetic processing.

The electronic control unit in the present invention calculates the required driving force from the accelerator opening degree Acc and the vehicle speed V, and controls the vehicle so that the required power calculated based on the required driving force is output. That is, the electronic control unit is configured to perform switching control between the transmission path including the stepped transmission portion 20 and the transmission path including the continuously variable transmission portion 7 and the speed change control of the continuously variable transmission portion 7 based on the accelerator opening Acc and the vehicle speed V. . That is, a structure is adopted in which an instruction signal for operating each of the clutch mechanisms C ₁ , C ₂ , and C ₃ and the brake mechanism B is output from the electronic control device in accordance with the running state of the vehicle Ve, and an operation is performed to transmit power to The power transmission path is switched from the transmission path including the continuously variable transmission portion 7 to the transmission path including the stepped transmission portion 20, or from the transmission path including the stepped transmission portion 20 to the transmission path including the continuously variable transmission portion 7 .

Therefore, control is carried out so that when the vehicle Ve is started in the forward direction and when the vehicle Ve is running backward, the signal is transmitted from the input shaft 4 to the output shaft 8 through the transmission path including the stepped transmission portion 20 . The torque is transmitted from the input shaft 4 to the output shaft 8 via the transmission path including the continuously variable transmission portion 7 when the vehicle is traveling forward while the vehicle speed is increased to some extent. In addition, in FIG. 4 , the state of engagement and release of each of the clutch mechanisms C ₁ , C ₂ , and C ₃ and the brake mechanism B corresponding to the running state of the vehicle Ve is shown in a table. In addition, "open" described in FIG. 4 indicates that it is engaged, "closed" indicates that it is released, and "open" with parentheses indicates that it is in an engaged state momentarily.

When starting in the forward direction or when a relatively large driving force is required, a running state (first running state) in which torque is transmitted from the input shaft 4 to the output shaft 8 via the transmission path including the stepped transmission portion 20, Accordingly, the first clutch mechanism _C1 and the _third clutch mechanism C3 are engaged, and the _second clutch mechanism C2 and the brake mechanism B are released. Thus, the torque output from the engine 1 is transmitted to the sun gear 5s of the forward/reverse switching mechanism 5 via the input shaft 4, and is transmitted from the input shaft 4 to the planetary carrier 5c via the first clutch mechanism _C1 in an engaged state. transfer. In other words, since the two rotation elements of the planetary gear mechanism of the forward/backward switching mechanism 5 are connected by the first clutch mechanism C ₁ , the forward/backward switching mechanism 5 integrally rotates. Therefore, the forward and reverse switching mechanism 5 transfers the torque input from the input shaft 4 from the planetary gear carrier 5c as the output element to the drive gear 21 of the stepped transmission portion 20 without generating the speed-up effect and the deceleration effect. to deliver.

In addition, the driven gear 25 in the stepped transmission unit 20 is connected to the output shaft 8 via the _third clutch mechanism C3. Therefore, the torque output from the engine 1 is transmitted from the input shaft 4 to the output shaft 8 via the stepped transmission portion 20 . That is, the stepped transmission portion 20 as a speed reduction mechanism produces a deceleration action, and transmits the amplified torque to the output shaft 8, and the output shaft 8 rotates in the direction of forward travel. The total gear ratio _γ4 in this case is a gear ratio obtained by multiplying the fixed gear ratio γ2 obtained by the stepped transmission unit ₂₀ by the gear ratio _γ3 obtained by the planetary gear mechanism constituting the forward-reverse switching mechanism 5. . The total gear ratio γ4 is a gear ratio expressed by the ratio of the rotational speed N _in of the input shaft ₄ to the rotational speed N _out of the output shaft 8 . Also, as described earlier, in this specific example, the fixed gear ratio γ2 is a gear ratio that is larger _than the maximum gear ratio _γ1max . Therefore, when starting in the forward direction, since the forward/reverse switching mechanism 5 integrally rotates as a whole, the total gear ratio _γ4 is represented by the fixed gear ratio γ2, which becomes a value larger _than the maximum gear ratio _γ1max . Then, the torque of the output shaft 8 is transmitted from the output gear 9 to the left and right driving wheels via the reduction gear mechanism 10 and the front differential 12, and since a large driving force is generated on the driving wheels, the vehicle starts.

In addition, in this specific example, even when torque is transmitted through the transmission path including the stepped transmission unit 20 , the continuously variable transmission unit 7 is always connected to the input shaft 4 and the sun gear 5 s via the main shaft 6 . Therefore, although the torque output by the engine 1 is transmitted to the pulleys 30 and 40 of the continuously variable transmission part 7, as described above, the _second clutch mechanism C2 is in a released state at the time of starting, so that the secondary shaft 44 and the output shaft 8 is disconnected in such a way that no transfer of torque occurs. Therefore, when the torque is transmitted via the transmission path including the stepped transmission portion 20, since the torque is not transmitted between the input shaft 4 and the output shaft 8 via the continuously variable transmission portion 7, it does not become The so-called interlocked state.

After starting in the forward direction, when the vehicle speed V increases to a predetermined predetermined vehicle speed, control is performed in such a manner that the transmission from the input shaft 4 to the output shaft 8 via the transmission path including the stepped transmission portion 20 The running state (first running state) in which torque is transmitted shifts to the running state (second running state) in which torque is transmitted from input shaft 4 to output shaft 8 via a transmission path including continuously variable transmission portion 7 . That is, when shifting from the first running state to the second running state, the replacement control between the first clutch mechanism _C1 and the _second clutch mechanism C2 is implemented. Specifically, when this switching is performed, the engaged first clutch mechanism _C1 is released, and the released _second clutch mechanism C2 is engaged, thereby transmitting the transmission from the input shaft 4 to the output shaft 8. The torque path is switched from the transmission path including the stepped transmission portion 20 to the transmission path including the continuously variable transmission portion 7 . In this way, when switching from the torque transmission state via the stepped transmission portion 20 to the torque transmission state via the continuously variable transmission portion 7, since the fixed transmission ratio γ ₂ is larger than the maximum transmission ratio γ _1max , Therefore, the overall gear ratio γ ₄ or the driving force will change. Therefore, when the first clutch mechanism C ₁ is released and the second clutch mechanism C ₂ is engaged, the clutch mechanisms C ₁ and C ₂ are slipped and controlled instantaneously. That is, the engagement force realized by the _second clutch mechanism C2 is gradually increased to gradually increase its transmission torque capacity, while the engagement force realized by the first clutch mechanism _C1 is gradually decreased to make its transmission torque capacity gradually increase. Moment capacity gradually decreases. This control is conventionally known as twin clutch synchronous control, and by employing such a configuration, the torque of the output shaft 8 can be smoothly changed, thereby avoiding or suppressing shift vibration and discomfort. Therefore, in the control of switching the path of power transmission from the transmission path including the stepped transmission portion 20 to the transmission path including the continuously variable transmission portion 7, the replacement of the first clutch mechanism _C1 and the _second clutch mechanism C2 is included. control.

Here, the transmission path switching control process performed by the electronic control device and the operation of the vehicle Ve realized by executing the switching control will be specifically described with reference to FIG. 2 . The state of the vehicle Ve before this transmission path switching control is performed is that the variable gear ratio _{γ1 is the maximum gear ratio γ1max ,} and the total gear ratio _γ4 is a gear ratio larger than the maximum gear ratio _γ1max . In addition, the hydraulic pressure P _C1 of the first clutch mechanism _C1 is the hydraulic pressure that completely engages the first clutch mechanism _C1 , that is, the complete engagement pressure, and since the _second clutch mechanism C2 is released, the _second clutch mechanism C2 The hydraulic P _C2 is zero. Therefore, in a state where the rotational speed N _p2 of the secondary pulley 40 is greater than the rotational speed N _out of the output shaft 8 , the secondary pulley 40 and the output shaft 8 rotate relatively. Note that the switching control of the transmission path described here is the control performed while the rotation speed N _out of the output shaft 8 is increasing, that is, the upshift control. Furthermore, a structure is adopted in which the engagement or release operation of the clutch mechanisms C ₁ , C ₂ and the brake mechanism B and the shifting operation by the continuously variable transmission portion 7 operate independently. Therefore, a configuration is adopted in which the switching control of the transmission path by controlling the engaging operation and the releasing operation and the shift control of the continuously variable transmission portion 7 are independently controlled by the electronic control device.

Specifically, when the electronic control unit judges that there is a request to set the total gear ratio _γ4 to a gear ratio smaller than the maximum gear ratio _γ1max , or to set the input shaft speed N _in (or the engine speed _Ne or the turbine speed N _t ) is set to be lower than the request of the rotational speed of the input shaft rotational speed N _in constituted by the total transmission ratio _γ4 , outputting an instruction signal for making the continuously variable transmission portion 20 perform a speed change operation, and making the power transmission path from An instruction signal for switching the transmission path including the variable transmission portion 20 to the transmission path including the continuously variable transmission portion 7 to start control. The electronic control device in the present invention is configured to output an instruction signal for controlling the shifting operation of the continuously variable transmission portion 7 after outputting an instruction signal for controlling the shifting operation of the continuously variable transmission portion 7 when it is determined that there is a request as described above. Indication signal for switching. The shifting operation realized by the continuously variable transmission unit ₇ refers to control to decrease the variable transmission ratio γ1, that is, control to narrow the groove width of the primary pulley 30 . Specifically, the electronic control unit outputs an instruction signal to operate the thrust applying mechanism 33 , and the groove width of the main pulley 30 is changed by electrically controlling or hydraulically controlling the thrust applying mechanism 33 . In addition, the electronic control device may be configured such that, when it is determined that the vehicle speed V increased during forward running in which torque transmission is performed via the transmission path including the stepped transmission portion 20 has reached a predetermined vehicle speed, or when it is determined that When the rotation speed N _out of the output shaft reaches the predetermined rotation speed, an instruction signal to make the above-mentioned continuously variable transmission portion 20 perform a shift operation and an instruction signal to start the switching control of the transmission path are output. In short, the electronic control device may perform control such that the shift operation of the continuously variable transmission portion 7 is started before the clutch replacement control is started.

The speed change control of the continuously variable transmission portion 7 is started at time _t1 shown in FIG. 2 . That is, the variable transmission ratio γ1 obtained by the continuously variable transmission portion ₇ starts to decrease from _t1 . Specifically, in a state where the variable speed ratio γ1 is set to the maximum speed ratio _γ1max or _a speed ratio close to the maximum speed ratio _γ1max , the speed change to decrease the variable speed ratio _γ1 is started. That is, this shift control is upshift control in the continuously variable transmission portion 7 . In addition, at the beginning of the shift operation of the continuously variable transmission portion 7, the actual variable speed ratio γ1 realized by the continuously variable transmission portion ₇ is the rate of change of the target speed ratio of the continuously variable transmission portion 7 (shift speed ) will increase. For example, when the variable speed ratio _{γ1 is the maximum speed ratio γ1max ,} immediately after the speed change control of the continuously variable transmission portion 7 is started, the variable speed ratio _{γ1 will start from the maximum speed ratio γ1max toward} the other. After the target gear ratio decreases sharply, it gradually decreases toward the target gear ratio. That is, a structure is adopted in which the rate _of change (decrease rate) of the variable gear ratio γ1 is the largest immediately after the start of the gear shift in the gear shift control, and the rate of change is gradually increased during the change toward the target gear ratio. get smaller.

Then, at time _t2 , clutch replacement control is started during the shifting operation of the continuously variable transmission portion 7 . That is, in a state where the speed change control has been carried out to a certain extent, that is, in a state where the rate _of decrease in the variable speed ratio γ1 obtained by the continuously variable transmission portion 7 is relatively small, the first clutch mechanism that is in full engagement pressure _C1 's hydraulic pressure P _C1 starts to drop. Furthermore, at time _t3 , the hydraulic pressure P _C2 of the _second clutch mechanism C2 at zero hydraulic pressure release starts to rise. Therefore, the first clutch mechanism _C1 and the _second clutch mechanism C2 start to slip, and the transmission torque capacity of the first clutch mechanism _C1 starts to decrease corresponding to the hydraulic pressure P _C1 starting to decrease from full engagement pressure, And the transfer torque capacity of the _second clutch mechanism C2 starts to increase corresponding to the case where the hydraulic pressure P _C2 starts to rise from zero. In addition, in this clutch replacement control, at the initial stage of the control, the hydraulic pressure P of the _second clutch mechanism C2 may be started to be adjusted while maintaining the hydraulic pressure P _C1 of the first clutch mechanism _C1 at the full engagement pressure. _C2 rises.

In addition, the electronic control unit is configured to output an instruction signal for operating the _second clutch mechanism C2 from the released state to the engaged state, set a target transfer torque capacity of the _second clutch mechanism C2, and output An indication of the target transfer torque capacity. For example, the electronic control unit is configured to set the target transmission torque capacity based on the input torque obtained by adding the inertia torque obtained by the input side member of the _second clutch mechanism C2. That is, the transfer torque capacity corrected by the amount corresponding to the inertia torque is set as the target transfer torque capacity of the _second clutch mechanism C2. Specifically, the electronic control unit is configured to output, to a linear solenoid valve that operates an accumulator connected to a hydraulic chamber of the _second clutch mechanism C2, a signal for setting a target engagement pressure based on a target transmission torque capacity. indicator signal.

Then, at time t4, the hydraulic pressure _PC1 of the first clutch mechanism _C1 becomes zero, and control is performed so that the hydraulic pressure _PC2 of the _second clutch mechanism _C2 rises to a predetermined hydraulic pressure. The predetermined hydraulic pressure includes, for example, a hydraulic pressure for setting the _second clutch mechanism C2 to a predetermined transmission torque capacity, and an accumulator for starting to increase the hydraulic pressure P _C2 of the _second clutch mechanism C2 via an accumulator (not shown). Can start pressing etc. Further, at time _t4 , since the first clutch mechanism _C1 is released and the transfer torque capacity of the _second clutch mechanism C2 is increased to a predetermined value, the inertia phase of the clutch replacement control starts. That is, in the inertia phase, since the inertial force of the engine 1 is smaller than the inertial force of the vehicle body, the engine rotational speed _Ne decreases, and the turbine rotational speed N _t at a rotational speed equal to the input shaft rotational speed N _in decreases. Therefore, when the inertia phase starts, the overall gear ratio _γ4 expressed by the ratio of the turbine speed N _t to the output shaft speed N _out starts to decrease. Further, in the continuously variable transmission portion 7, the input shaft rotation speed N _in is decreased while the variable transmission ratio _{γ1 is maintained at the maximum transmission ratio γ1max ,} thereby reducing the secondary pulley rotation speed _Np2 . In addition, when the variable transmission ratio _γ1 is decreased while the turbine rotational speed _Nt is increased and the total transmission _γ4 is constant, the secondary pulley rotational speed N _P2 constituting the continuously variable transmission portion 7 is increased. Therefore, as shown in Fig. ₂ , the secondary pulley rotational speed N _P2 in the state where the variable transmission ratio γ1 is continuously decreasing from time _t2 to t4 is the maximum transmission _ratio before the variable transmission ratio _γ1 before time _t1 Compared with the secondary pulley speed N _P2 under the state of γ _1max , it increases at a larger rate of change.

Then, at time t5, when the reduced variable speed ratio _γ1 becomes the target speed ratio, the speed change operation of the continuously variable transmission portion ₇ ends. Specifically, the electronic control unit controls and terminates the shifting operation of the continuously variable transmission portion 7 in a state where the overall gear ratio _γ4 is lowered. That is, the electronic control unit controls the shifting operation of the continuously variable transmission portion 7 to end before the clutch replacement control ends, that is, before the hydraulic pressure Pc2 of the _second clutch mechanism C2 reaches the full engagement pressure. In this case, the electronic control unit may be configured to determine whether or not the variable speed ratio _γ1 has reached the target speed ratio based on an input signal from a sensor or the like that detects the groove width on the main pulley 30 . That is, the electronic control unit may be configured to determine whether or not the variable speed ratio _γ1 has reached the target speed ratio by feedback control or the like.

In addition, the electronic control device executes a synchronization determination process of the secondary pulley rotational speed _Np2 and the output shaft rotational speed _Nout . In this synchronous determination process, since the synchronous rotational speed changes with the status of the shifting operation of the continuously variable transmission portion 7, the electronic control device is configured to update the second speed while monitoring the status of the shifting operation of the continuously variable transmission portion 7. _The synchronous judging rotation speed of the clutch mechanism C2 is executed, and a synchronous judging process is performed. For example, since the secondary pulley rotation speed _Np2 changes due to _a change in the variable transmission ratio γ1, the electronic control device is configured to perform a change in the transmission speed of the continuously variable transmission portion 7 or the change rate of the secondary pulley rotation speed _Np2 . Detect and monitor the shifting status of the continuously variable transmission portion 7 . The electronic control unit may be configured to calculate the synchronization determination rotational speed using the transmission speed or the rate of change of the secondary pulley rotational speed N _p2 . Then, when the electronic control device determines that the secondary pulley rotational speed N _p2 is synchronized with the output shaft rotational speed N _out , it ends the transmission path switching control process.

As shown in FIG. ₂ , at time t6, the hydraulic pressure P _C2 of the _second clutch mechanism C2 becomes the complete engagement pressure that completely engages the secondary shaft 44 with the output shaft 8, and the secondary pulley rotational speed N _p2 and the output shaft The rotation speed N _out is synchronized, and the switching control of the transmission path, that is, the switching control of the clutch is completed.

In this way, when the switching control of the transmission path is completed, since the forward/reverse switching mechanism 5 further releases the first clutch mechanism _C1 in the state where the brake mechanism B is released, it becomes a so-called free-rotating state. As a result, the connection between the input shaft 4 and the stepped transmission portion 20 is released. On the other hand, since the secondary pulley 40 is connected to the output shaft 8 via the second clutch mechanism C2, as a result, the input shaft ₄ and the output shaft 8 are connected so as to transmit torque via the continuously variable transmission portion 7. link. Therefore, in the second running state, by gradually decreasing the gear ratio obtained by the continuously variable transmission portion 7 or changing it according to the vehicle speed and the accelerator opening degree, the engine speed can be set so that the fuel consumption is low. Excellent speed. In addition, although the total speed ratio _γ4 in the case of transmitting torque through the transmission path including the continuously variable transmission portion ₇ is obtained by multiplying the variable speed ratio γ1 by the planetary gear mechanism constituting the forward-reverse switching mechanism 5 The gear ratio obtained by realizing the gear ratio γ ₃ , but since the rotation speed of the sun gear 5s of the input element of the planetary gear mechanism is the same as the rotation speed of the main pulley 30, the gear ratio γ ₃ is 1, so the total gear ratio γ ₄ becomes the variable gear ratio γ ₁ .

Then, after the first clutch mechanism _C1 is released and the _second clutch mechanism C2 is fully engaged, the running state (second running state) in which torque transmission is stably performed via the continuously variable transmission portion 7 is established, and the third Clutch mechanism _C3 is released. That is, the stepped transmission portion 20 is also disconnected from the output shaft 8 . As a result, although torque is transmitted from the input shaft 4 to the sun gear 5s of the forward and reverse switching mechanism 5, since the ring gear 5r and the carrier 5c are in a freely rotatable state, the entire forward and reverse switching mechanism 5 The rotational speed difference between the rotating elements constituting the forward/backward switching mechanism 5 that rotates integrally, etc., becomes small. Therefore, it is possible to suppress a power loss or a reduction in resistance of the forward/reverse switching mechanism 5 , thereby suppressing noise or vibration. In addition, when the _third clutch mechanism C3 is released, since the first clutch mechanism _C1 is already released, no torque is transmitted to the stepped transmission portion 20, so even if the _third clutch mechanism C3 passes through the meshing The _third clutch mechanism C3 can also be released during running.

Next, another control example of the vehicle control device according to the present invention will be described. Here, the transmission path switching control process performed by the electronic control device of this specific example and the operation of the vehicle Ve realized by executing the switching control will be described with reference to FIG. 3 . In addition, for the same configuration as the specific example described above, the description here is omitted. For example, the control and operation at time T1 shown in FIG. ₃ are configured to be the same as the control and operation at time _t1 shown in FIG. 2 described above with reference to FIG. 2 . Likewise, the control and operation at times T ₂ , T ₃ , and T ₆ shown in FIG. 3 are the same as the control and operations at times t ₂ , t ₃ , and t ₆ shown in FIG. 2 .

In this specific example, a structure is adopted in which the change _of the variable transmission ratio γ1 is stopped at time T4 shown in FIG. ₃ . Specifically, the electronic control unit is configured to output an output signal for the continuously variable transmission unit 7 at the start of the inertia phase in the clutch replacement control of releasing the first clutch mechanism _C1 and engaging the _second clutch mechanism C2. The indication signal that the speed change action stops. In short, a structure is adopted in which the change _of the variable speed ratio γ1 is stopped when the overall speed ratio _γ4 is started to be lowered. In addition, for the control and operation at time T4 shown in FIG. ₃ , the hydraulic pressure _{PC1 of the first clutch mechanism C1 is} controlled to be zero, and the hydraulic pressure PC2 of the _second clutch mechanism _C2 is raised to a predetermined hydraulic pressure. The control adopts the same configuration as the control and operation at time t4 shown in FIG. ₂ described above.

In addition, the electronic control unit is configured to output an instruction signal for resuming the shifting operation by the stopped continuously variable transmission portion 7 when performing the clutch replacement control. That is, the electronic control unit outputs the instruction signal from the start to the end of the clutch replacement control. For example, the electronic control unit is configured to determine that the difference between the total gear ratio _γ4 and the maximum gear ratio _γ1max obtained by the continuously variable transmission portion 7 is equal to or less than a predetermined value set in advance, or when it determines that This instruction signal is output when the difference between the secondary pulley rotational speed N _p2 and the output shaft rotational speed N _out is equal to or less than a preset predetermined value. Alternatively, the electronic control unit is configured to output the instruction signal when it is determined that the difference between the hydraulic pressure P _C2 of the _second clutch mechanism C2 and the complete engagement pressure of the _second clutch mechanism C2 is equal to or less than a predetermined value. Alternatively, the electronic control unit is configured such that the difference between the transmission torque capacity of the _second clutch mechanism C2 and a value predetermined as the transmission torque capacity when the hydraulic pressure P _C2 is at the full engagement pressure is determined to be within When the value is below the predetermined value, this indication signal is output. In short, it is only necessary to perform control so as to restart the shifting operation of the continuously variable transmission portion 7 before the end of the clutch replacement control. The shifting action realized by the portion 7 starts again.

As shown in FIG. 3 , the shift control of the continuously variable transmission portion ₇ is restarted at time T5, and the variable speed ratio _γ1 is restarted to decrease. In addition, at the beginning of resuming the shift operation of the continuously variable transmission portion 7, the actual variable speed ratio γ1 obtained by the continuously variable transmission portion ₇ is the rate of change of the target speed ratio of the continuously variable transmission portion 7 (shift speed) becomes larger.

When the shift control of the continuously variable transmission portion 7 is restarted, the electronic control device is configured to execute the shifting speed of the continuously variable transmission portion 7 and the replacement control by the clutch when the _second clutch mechanism C2 is completely engaged. The shift speed synchronization process is achieved by shift speed synchronization. In other words, the electronic control unit is configured to execute control processing for synchronizing the rate _of change of the overall gear ratio _γ4 with the rate of change of the variable gear ratio γ1 obtained by the continuously variable transmission portion 7. For example, the electronic control unit is configured to detect the variation of the groove width of the main pulley 30 so as to detect the rate _of change of the variable transmission ratio γ1 obtained by the continuously variable transmission portion 7, and based on the variable transmission An instruction signal for changing the hydraulic pressure P _{C2 of} the _second clutch mechanism C2 is outputted based on the rate of change of the ratio γ1. Alternatively, in the case where the thrust applying mechanism 33 includes an electric actuator, the electronic control device may also be configured to output an instruction signal to the thrust applying mechanism 33 according to the rate _of change of the variable gear ratio γ1, and use the total gear ratio The rate of change of _γ4 is controlled to change the hydraulic pressure P _C2 of the _second clutch mechanism C2 in an equivalent manner. In addition, when the thrust applying mechanism 33 includes a hydraulic actuator, the electronic control device may be configured to output an instruction signal to the hydraulic circuit according to the rate _of change of the variable gear ratio γ1.

As shown in FIG. 3 , during the period from time T5 when the speed change operation of the continuously variable transmission portion ₇ starts to time _T6 when the clutch replacement control ends, the rate of change of the total speed change ratio _γ4 is the same as that obtained by the continuously variable transmission. Control is performed so that the rate of change _of the variable speed ratio γ1 obtained by the unit 7 becomes equal. In this way, by synchronizing the rate of change of the variable gear ratio _γ1 with the rate of change of the overall gear ratio _γ4 , smooth gear changes can be implemented. That is, when the torque is transmitted from the input shaft 4 to the output shaft 8 through the transmission path including the continuously variable transmission part ₇ , since the total gear ratio _γ4 becomes the variable gear ratio γ1, it can be obtained from the transmission path including the step When the transmission path of the transmission portion 20 is switched to the transmission path including the continuously variable transmission portion 7, when the rate of change of the total transmission ratio _γ4 is controlled to be equal to the rate _of change of the variable transmission ratio γ1, the Smooth shifting.

As described above, according to the vehicle control device according to the present invention, when switching from the transmission path including the stepped transmission portion to the transmission path including the continuously variable transmission portion, before starting the replacement control of the clutch, the Since the shift control of the continuously variable transmission portion is started, it is possible to prevent a delay in the change in the speed ratio obtained by the continuously variable transmission portion relative to the target speed ratio. Therefore, it is possible to improve the speed change responsiveness when the transmission path is switched. In addition, since the shift vibration is reduced without increasing the replacement time of the clutch, the load acting on the friction member of the friction clutch can be suppressed. That is, the resistance of the friction clutch can be improved.

In addition, it is possible to perform clutch replacement control in a state where changes in the gear ratio by the continuously variable transmission portion are relatively small. That is, since the replacement control of the clutch is not started at the beginning of the shift control of the continuously variable transmission portion, it is not necessary to detect the change in the rotational speed of the secondary pulley caused by the shift of the continuously variable transmission portion. Simultaneously implementing a control structure such as clutch replacement control can prevent complication. In other words, since the shifting operation of the continuously variable transmission portion is stopped when the total transmission ratio starts to change, the speed of the secondary pulley does not change due to the speed change of the continuously variable transmission portion, thereby preventing the need to change the speed of the secondary pulley. It is complicated to perform control such as clutch replacement control while detecting the situation of the rotational speed change. That is, according to the control device according to the present invention, the speed change control of the continuously variable transmission portion can be carried out while the transmission path replacement control is carried out with a relatively simple control structure.

In addition, when running backward, each of the clutch mechanisms C ₁ , C ₂ , and C ₃ and the brake mechanism B is in an engaged state or a disengaged state as shown in FIG. 4 . Therefore, since the torque from the engine 1 is input to the sun gear 5s in the state where the ring gear 5r is fixed by the brake mechanism B in the forward/backward switching mechanism 5, the planetary carrier 5c is positioned relative to the sun gear. 5s and rotate in the opposite direction. Therefore, even in the case of reverse running, torque is transmitted from the input shaft 4 to the output shaft 8 via the stepped transmission portion 20, and the output shaft 8 is directed in the direction of reverse running, as in the starting time of the forward running. rotate. The total gear ratio _γ4 in this case is a gear ratio obtained by multiplying the fixed gear ratio γ2 obtained by the stepped transmission unit ₂₀ by the gear ratio _γ3 obtained by the planetary gear mechanism constituting the forward-reverse switching mechanism 5. .

In addition, when decelerating with the first clutch mechanism _C1 and the _third clutch mechanism C3 engaged, although the torque based on the running inertial force of the vehicle acts on the output shaft 8, the output shaft 8 and the The secondary pulley 40 is disengaged because the _second clutch mechanism C2 is in the released state, so that the so-called reverse input torque at the time of deceleration is not applied to the continuously variable transmission part 7, and as a result, the force acting on the continuously variable transmission can be reduced. Unnecessary torque of the portion 7 can be suppressed, unnecessary rotation can be suppressed, and the resistance of the continuously variable transmission portion 7 can be improved. In addition, since the _second clutch mechanism C2 is released and the output shaft 8 is disconnected from the continuously variable transmission part 7, no torque is generated between the input shaft 4 and the output shaft 8 via the continuously variable transmission part 7. Passing, that is, does not become a so-called interlocked state.

In addition, the speed change device of this invention is not limited to each specific example mentioned above, It can change suitably within the range which does not deviate from the objective of this invention.

For example, the forward/backward switching mechanism in the present invention can be constituted by a single pinion type planetary gear mechanism instead of the above-mentioned double pinion type planetary gear mechanism. Specifically, when a single pinion type planetary gear mechanism is used as the forward/backward switching mechanism 5, the sun gear 5s provided so as to be relatively rotatable with respect to the input shaft 4 can be set as As an output element, the planetary carrier 5c is used as a reaction element, and the ring gear 5r is used as an input element. Therefore, the planetary carrier 5c is connected to the brake mechanism B, and the drive gear 21 is connected to the sun gear 5s. Further, the input shaft 4 is connected to the ring gear 5r, and is provided with a first clutch mechanism C ₁ that connects the sun gear 5s and the ring gear 5r to rotate integrally.

In addition, the first clutch mechanism is used to integrate the forward/reverse switching mechanism that implements the differential action. Therefore, as shown in the above-mentioned specific examples, in addition to connecting the two rotating elements of the sun gear and the planetary carrier to each other, A structure in which three rotating elements, the sun gear, the planetary carrier, and the ring gear are connected, may also be employed.

In addition, the third clutch mechanism in this invention can also be constituted by a keyway synchronous gear mechanism or a single bevel synchronous gear mechanism. That is, as long as the third clutch mechanism is a meshing clutch, it may be constituted by a single bevel synchronous gear mechanism and a multi-bevel synchronous gear mechanism.

In addition, the stepped transmission part in the present invention is not limited to a gear mechanism having one transmission ratio (gear ratio, reduction ratio) as a fixed transmission ratio, and may be a plurality of fixed transmission ratios (gear ratios) having two or more. , reduction ratio), and the gear mechanism that can select and set the fixed speed ratio. In short, although the stepped transmission part can be constituted by a gear mechanism capable of transmitting torque from the input shaft to the output shaft, in the present invention, since the stepless transmission part is set by the continuously variable transmission part, the Since the set gear ratio is used as a fixed gear ratio, the gear mechanism is constituted by a combination of gear pairs in which a plurality of gears mesh. That is, the gear ratio (ratio of the number of teeth) may be configured to be a gear ratio larger than the maximum gear ratio that can be set by the continuously variable transmission portion.

Symbol Description

1: power source; 2: output shaft (crankshaft); 4: input shaft; 5: forward and backward switching mechanism; 5s: sun gear; 5r: internal meshing gear; 5P ₁ : first pinion; 5P ₂ : second small Gear; 5c: planetary gear carrier; 6: main shaft; 7: continuously variable transmission part; 7a: belt; 8: output shaft; 9: output gear; 10: reduction gear mechanism; 12: front differential; 13: drive shaft ;20: Stepped transmission part; 21: Driving gear; 22: Countershaft driven gear; 23: Countershaft; 24: Countershaft driving gear; 25: Driven gear; 30: Primary pulley; 40: Secondary pulley; 41: fixed pulley; 42: movable pulley; 43: thrust applying mechanism; 44: secondary shaft; B: brake mechanism; C ₁ : first clutch mechanism (friction clutch); C ₂ : second clutch mechanism (friction clutch); C ₃ : third clutch mechanism (engaging clutch).

Claims (14)

1. A control device for a vehicle, wherein a continuously variable transmission section and a stepped transmission section are arranged in parallel between an input shaft to which torque output from a power source is input and an output shaft to output the torque, The continuously variable transmission section continuously changes the transmission ratio, the stepped transmission section can set a transmission ratio larger than the maximum transmission ratio that can be set by the continuously variable transmission section, and the vehicle's The control device has a first friction clutch which is engaged in a running state in which torque is transmitted via a transmission path including the stepless transmission part, and a second friction clutch which is engaged via a transmission path including the stepless transmission part. The second friction clutch is engaged in a running state in which torque is transmitted via the transmission path including the continuously variable transmission section, and is engaged in a running state in which torque is transmitted via the transmission path including the continuously variable transmission section. The transmission path of the stepped transmission part is used to transmit the torque in the driving state to release, The vehicle control device is characterized in that it is configured such that, when switching a torque transmission path from a transmission path including the stepped transmission portion to a transmission path including the continuously variable transmission portion, Before starting to release the first friction clutch or starting to engage the second friction clutch, the speed change operation in the continuously variable transmission portion is started. 2. The vehicle control device according to claim 1, wherein: The control device of the vehicle is configured such that the replacement operation by the friction clutch is performed while the gear ratio obtained by the continuously variable transmission portion is changing. 3. The vehicle control device according to claim 1 or 2, wherein: The control device of the vehicle is configured to stop the shifting operation of the continuously variable transmission unit when an inertia phase caused by the replacement operation by the friction clutch starts. 4. The vehicle control device according to claim 3, wherein: The control device of the vehicle is configured to restart the shifting operation of the continuously variable transmission unit before the replacement operation by the friction clutch ends. 5. The vehicle control device according to claim 4, wherein: The control device of the vehicle is configured to restart the shift operation in the continuously variable transmission portion when it is determined that the transfer torque capacity in the second friction clutch is equal to or greater than a predetermined value. 6. The vehicle control device according to claim 4, wherein: The continuously variable transmission part includes a pair of pulleys, The control device of the vehicle is configured to, when it is determined that the difference between the rotation speed of the output shaft and the rotation speed of the driven-side pulley in the continuously variable transmission portion is within a predetermined value, cause the continuously variable The above-mentioned shifting operation in the shifting portion starts again. 7. The vehicle control device according to claim 4, wherein: The first friction clutch and the second friction clutch each have a hydraulic actuator, The control device of the vehicle is configured to restart the shift operation in the continuously variable transmission portion when it is determined that the hydraulic pressure of the second friction clutch has become equal to or greater than a predetermined value. 8. A control method for a vehicle, wherein, In the vehicle, a continuously variable transmission portion and a stepped transmission portion are arranged in parallel between an input shaft to which torque output from a power source is input and an output shaft to output the torque, and the continuously variable transmission portion changes the speed. The ratio changes continuously, the stepped transmission unit can set a transmission ratio that is larger than the maximum transmission ratio that can be set by the continuously variable transmission unit, and the vehicle has a first friction clutch and a second friction clutch. a friction clutch in which the first friction clutch is engaged in a running state where torque is transmitted via a transmission path including the stepped transmission portion, and is engaged while torque is transmitted via a transmission path including the continuously variable transmission portion released in the running state, the second friction clutch is engaged in the running state in which the torque is transmitted via the transmission path including the continuously variable transmission portion, and is engaged while transmitting the torque via the transmission path including the stepless transmission portion. released under the driving state of torque, The vehicle control method described above is characterized in that when switching a torque transmission path from a transmission path including the stepped transmission portion to a transmission path including the continuously variable transmission portion, the first Before the first friction clutch is released or before the second friction clutch is started to be engaged, the shift operation in the continuously variable transmission portion is started, and after that, the replacement operation by the friction clutch is started. . 9. The vehicle control method according to claim 8, wherein: The replacement operation by the friction clutch is performed so that the replacement operation by the friction clutch is performed while the gear ratio obtained by the continuously variable transmission portion is changing. 10. The vehicle control method according to claim 8 or 9, wherein: The shifting operation of the continuously variable transmission portion is stopped at the start of an inertia phase caused by the replacement operation by the friction clutch. 11. The control method of a vehicle according to claim 10, wherein: The shifting operation of the continuously variable transmission unit is restarted before the replacement operation by the friction clutch is completed. 12. The control method of a vehicle according to claim 11, wherein: When it is determined that the transfer torque capacity of the second friction clutch is equal to or greater than a predetermined value, the shifting operation of the continuously variable transmission portion is restarted. 13. The control method of a vehicle according to claim 11, wherein: The continuously variable transmission part includes a pair of pulleys, When it is determined that the difference between the rotational speed of the output shaft and the rotational speed of the driven-side pulley of the continuously variable transmission unit is within a predetermined value, the speed change operation in the continuously variable transmission unit is restarted. 14. The control method of a vehicle according to claim 11, wherein: Each of the first friction clutch and the second friction clutch includes a hydraulic actuator, and when it is determined that the hydraulic pressure of the second friction clutch is equal to or greater than a predetermined value, all the actuators in the continuously variable transmission unit are activated. The above-mentioned shifting operation starts again.